Heating



May 18, 1943. R.'J. PARSONS HEATING Filed June 7, 1940 zvsheets-sheet 1 riaan Mi Mrs INVENTOR $4 M PM 6 BY ATTORNEY May 18, 1943.. R. J. PARSONS HEATING Filed June '7, 1940 2 Sheets-Sheet 2 MEI Patented May 18, 1943 2,319,704 HEATING Robert J. Parsons, Schenectady, N. Y., assignor to Consolidated Car Heating Company, Inc., Albany, N. Y., a corporation of New York Application June '7, 1940, Serial No. 339,318

1 Olaim.

This invention relates to heating, especially to heating a space in which human beings may be, and more especially to heating of the passenger occupied space of a vehicle.

In my prior Patent No. 1,993,521, I have shown, described and claimed a desirable arrangement of mechanism including electrical devices, by which the interior of a vehicle may be suitably heated. In that patent I have illustrated certain dampers, one of which is electrically operated. This damper which is electrically operated as shown in my prior patent governs the amount of heated air which is forced into the passenger occupied space of the vehicle. In the arrangement of my prior patent the damper is either wholly open or wholly closed. This is efficacious in many instances but in other instances it is unsatisfactory. At least, it does not afford the desired gradation of volume of heated air forced into the car body which is in some cases desired. I

A principal object of the present invention is to provide an arrangement whereby a damper controlling th admission of hot air to the passenger space of a vehicle may be adjusted to give a closer approximation to the desired volume of hot air required than is afforded by the arrangement of my prior patent.

I realize that the ideally perfect system would be provided by an arrangement of damper adjustment whereby hot air is admitted to the passenger space of a vehiclein exact accordance with the momentarytemperature in that space. Such an arrangement, however, being practically a floating damper would be extremely difiicult is, I provide for a mid-position of a damper between the full open and full closed positions.

Other objects and advantages will appear as th description of the particular physical embodiment selected to illustrate the invention progresses, and the novel features will be particularly pointed out in the appended claim.

In describing the invention in detailand the particular physical embodiment selected to il- Rlustrate the invention, reference will be had to the accompanying drawings and the several views thereon, in which like characters of reference designate like parts throughout the several views and in which:

Figure 1 is a somewhat schematic, approximately plan view of the body of a passenger vehicle with my invention applied thereto; Fig. 2 is a fragmentary view of an alternative arrangement of my inventiom Fig; 3 is a further alternative arrangement for my invention; Fig. 4 is a cross-sectional view of a diaphragm operated motor usable in connection with my invention;

Fig. 5 is a cross-sectional view of a double cylinder piston motor which may be used in connection with my invention; Fig. 6 is a schematic view of a three position air valve with connecting pipes; Fig. '7 is a fragmentary view illustrating a manual-means for operating a device of the invention; Fig. 8 is a cross-sectional view similar to Fig. 5 showing a modified form of a double cylinder piston motor which may be used .in

connection with my invention.

are passenger containing spaces and really represent the interior of a passengervehicla, At '5, 6, l, 8, 9 and I!) there are conduits connecting at the upper end with the atmosphere and passenger spaces 3 and 4 and at the lower end with a duct H which is continuous from the Wall .IZ around in a clockwise direction to the wall 13. The ducts 5 to ID inclusive allow air from the atmosphere and the air in the upper part of the compartments 3 and 4 to flow down into duct H and so to the blowers I4 and I5 operated by the motor IS, the motor being supplied with current in any desired way.

The air forced from the blowers l4 and [5 enters the compartment I1 and passes over elec trical resistance elements I8 and [9. These electrical resistance'units l8'and l9 may have ourrent-caused to flow therethrough cooperatively or'indepen-dently or in any other desired manner and be controlled as desired, as in my prior patent. The air blown into the compartment or chamber ll can flow out through the duct ports 20 and 2| and is led by the ducts 22 and 23 respectively to the openings 24 and 25 and 26 and 21 opening into the passenger spaces 3 and 4.

By the arrangement hereinbefore described, it will be seen that the air taken from the passenger spaces 3 and 4 flows down through the ducts 5 to 10 inclusive, arrives in the duct H,

flows to the blowers I4 and I5 and from thence is forced into the chamber l1 and from thence goes from the ducts 22 and 23 to the openings 24 to 21 inclusive and into the passenger spaces 3 and 4 to heat the same.

As will be more fully understood by reference to my prior Patent 1,993,921, it may well occur that the air circulating as described may be too hot as there are various and sundry reasons why the regulation of resistance heat units I8 and [9 would not be so governed that this would not occur. In consequence of this, it has been found desirable and necessary to arrange for varying the volume of air supplied to the passenger spaces 3 and 4.

In the drawings, as shown by Fig. 1, this variation in volume is secured by means of pivoted dampers 28 and 29. These dampers when swung into the dotted line position, as shown by 33, allow all of the air to flow into the duct 23 and so into the passenger space but'if the dampers are swung to the position as shown in dotted line by 3|, then all of the air delivered to chamber I! will be forced out through the duct openings 32 and 33 to atmosphere. If the dampers 28 and 29 are in full line position as shown in Fig. 1.. then substantially one half of the volume of hot air from chamber I! will flow into the ducts 22 and 23 and one half out to atmosphere through duct openings 32 and 33.

By arranging the dampers so that they may be moved to be in any one of three positions the temperature regulation of the passenger space of the vehicle is greatly facilitated and the temperature may be maintained substantially withintwo and one half or three degrees each way from a predetermined fixed temperature. In the specific'illustration used, I have assumed 58 degrees F. as the fixed temperature and indicated that a damper change is caused when the temperature drops to 56 degrees or rises to 60 degrees as shown by the thermostat in the left hand portion of Fig. 1 which has been designated 34 and may be assumed to be an ordinary conventional bi-metallic thermostatic element which bends toward the 56 degree point when the temperature falls and toward the 60 degree point when the temperature rises in the passenger space.

In order to operate the dampers 28 and 29 in accordance with variations of the thermostatic element 34 I connect the thermostatic element 34 to the positive terminal of a source of electromotive force. I also have the thermostatic element 34 electrically contact the electrical conducting point indicated as 60 degrees when the temperature in the car space rises so that current may then flow over the wire 35 to the valve 36. I also arange the electrical conducting point indicated as 56 degrees so that when the thermostatic element 34 connects thereto current will flow through the relay coil 31 to the negative terminal of the source of electromotive force and so raise the armature 38 to break contact with the back'point 39 which is connected by wire to valve 4!.

Valves 36 and 4! are both made identical and are of the ordinary and conventional form of electromagnetic air valve and operate when energized to allow air from a source of compressed air to flow through the valve and in the one case to pipe 42 and in the other case to the pipe 43, and toexhaust these pipes when de-energized.

When both valves 36 and 4| are deenergized which corresponds with a condition in which thermostatic element 34 contacts with temperature point 56 degrees both of the dampers 28 and 29 are in the fully closed position as shown by the dotted line position of damper 29, so that all of the hot air is delivered to ducts 22 and 23 and so to the ports 25 to 21 inclusive and to the passenger space 3 and 4.

When thermostatic element 34 rises to the middle position, as shown by Fig. 1, so that it contacts neither the point designated 56 degrees nor the point designated 60* degrees then the armature 38 due to the deenergization of relay 3'! falls upon the back point 39 and current flows from the positive terminal of the source of electromotive force through the armature 38 or 39, wire 40 and valve 4|, to the negative terminal of the source of electromotive force. The energization of this valve 4| allows compressed air to flow from the air supply through the pipe 43 to both of the cylinders 43 and 44 and cause the piston rods and 46 to assume the mid position in which the dampers 23 and 29 are moved to the full line position as shown in Fig. 1 so that one half of the volume of air from space I! is delivered to the ducts 22 and 23 and the other half to the ports 32 and 33 opening to the atmosphere.

If the thermostatic element 34 continues and moves into contact with the point designated degrees then current will flow from the positive terminal of the source of electromotive force and then through 34 and the wire 35 and the valve 36 and thence to the negative terminal of the source of potential. The energization of valve 36 will allow compressed air to flow into pipe 42 and so into both cylinders 43 and 44 and force the piston rods 45 and 46 to the extreme position in which both dampers 28 and 29 are moved tothe dotted line position of damper 3| whereby the entire volume of air delivered to chamber l7 passes into the port openings 32 and 33 to the atmosphere.

If while the dampers 28 and 29 are in the fully open position as shown by the dotted line posii tion of damper 30 the thermostatic element 34 moves from in contact with the point designated 60 degrees to the 58 degrees position then the valve 36 will be deenergized and the compressed air will not be supplied to the pipe 42 but will exhaust therefrom and from the cylinders 43 and 44 to the extent that the piston rods 45 and 46 will return to the mid position longitudinally and bring the dampers back to the full line position as shown in the figure. If thereafter the thermostatic element 34 moves in contact with the point designated 56 degrees air valve 4| will be deenergized and air pressure cut off from pipe 43 and so from cylinders 43 and 44 so that the rods 45 and 46 will assume the position in which both dampers 28 and 29 are in the fully closed position as shown by the dotted line position 39 of the damper.

The air valves 36 and 4| are of the ordinary and conventional type which allow air pressure to pass therethrough upon energization from the air supply 41 and upon deenergization cut oil the passage of air therethrough and allow exhaust from pipes 42 and 43 to which the air had been previously supplied.

The operating motor for the dampers of which the cylinders have been designated 43 and 44 may be of various types. One type has been illustrated in Fig. 4. In Fig. 4 there is a flexible diaphragm 59. If air is supplied to pipe 5! flexible diaphragm will move toward the right as viewed in Fig. 4 and thereby force rod 52 to the right and ',bearing against diaphragm '53 will force it and rod, 54 to the right so that. the rod 54 although now in what is designatedas one extremeposition will be thereby moved to an intermediate position. If air is then thereafter allowed to flow into pipe 55 it will forcediaphragm 53 still farther to the right without effecting rod 52 which merely bears thereagainst and. the rod 54 willthereby be moved to what I designate the other'extreme' position thereof. From this, it will be seen that the rod 54 has three positions, to wit, the one shown in Fig; 1, the intermediate position caused solely by diaphragm 58; and another extreme position caused by a further movement of diaphragm 53, and a third in which the diaphragms, are both to the left as viewed in Fig. 4.

When the air is exhausted from either pipe or 53 or by' the deenergization of the valves such as 36 and 4| any suitable means may be used to return the rod 54 to a proper position. In Fig. 4 I have shown the helical spring as a suitable means for so doing.

In Fig. 5 I have shown another form of air operated motor for moving the dampers 28 and 29. In this form of motor there are two pistons 51 and 58. When air is admitted to pipe 59 piston 51 moves to the right, as viewed in Fig. 5 and forces piston 58 to the right and so rod which corresponds with the operating rods 45 and 48 of Fig. 1. The limit of this movement is the stop 8|. If air is then admitted to pipe 62 the piston 58 will move still farther to the right until it contacts stop 63 and then rod 68 will be in its extreme outer position. When air is exhausted from pipe 82 the helical spring 84 returns the piston 58 to its original position as shown in Fig. 5 and then when air is exhausted from pipe 59 the piston 5! is also returned to its original position.

In Fig. 2 an alternative method is shown in which the air valves 38 and 4| operate upon the air supply line to admit compressed air to the cylinder which operates the damper 29 but these air valves are controlled by a mercury thermostatic switch in which there is a column of mercury designated 88 that forms a connection between the positive terminal of the source of electromotive force and the wires 81 and 88 I connected with the electromagnetic air valves 38 and 4|.

In Fig. 3 I have illustrated another arrangement in which there are two cylinders 89 and 19 to which compressed air is supplied in any suitable or appropriate manner as by electromagnets 38 and 4|. When the pistons 1| and 12 are both at the extreme left hand position, damper 28 is in the fully closed position, but when air is admitted to cylinder 18 the damper 28 assumes the mid position and then when air is admitted to cylinder 89 the damper assumes the fully open position. This is accomplished by means of floating lever 13.

In Fig. 6 there has been illustrated in a diagrammatic and fragmentary manner, merely for the purpose of illustration, a manually operable air valve. This air valve is to illustrate the fact that, although the dampers may be operated automatically, it is also quite feasible to operate them manually. In case it is desired to operate the dampers manually, then instead of using the thermostat and the electro magnetic valves 4| and 36, the connection between pipes 42 and 43 and the air supply 4'! could be made "in the manner somewhat as shown in. Fig. 7 or any other appropriate or suitable three position air. valve could be used.

In Fig. 6 the slide 15 may be caused by a manual movement, to assume three positions indi: cated .by the arrows 16, i1 and 18. When the valve is in the position'as shown by the arrow 18, then both pipes 42 and 43' are ventedv to atmosphere as shown by the ports connecting thereto. When the slide 15is moved to the position 11 then pipe 43' is supplied with compressed air frompipe 41 through the port 19 and at the same time pipe 42 still remains vented. When the slide 15 is moved to the position indicated by 18 then pipe 43. is still supplied with compressed air through port and pipe 42 is supplied with compressed air through the port 8|.

Upon returning the slide same positions are assumed" as before as in moving the slide to the leftas viewedin Fig. 6. so that the net result is that when the slide is in position 18 both damp-. ers 28 and 29 are in the dotted line position designated 39; when the slide 15 is in the position 11, then both dampers 28 and 29 are in the full line position; when the slide is at the position designated 18 then both dampers are in the dotted line position designated 3|.

In Fig. 7 the electromagnetic air valves 4| and 38 are shown as operated by a manually operated switch 82. This switch may have three positions, when it is in the dotted line position 83; when it is in the full line position as shown in Fig. '7; and when it is in the dotted line position designated 84.

In Fig. 8 a cylinder 88 is shown having removable'heads 8'! and 88 and provided with a forwardly limiting shoulder 89 and a rearwardly limiting shoulder 90. A piston 9| is positioned as shown in Fig. 8 when no hydraulic fluid pressure or air pressure is applied, but when hydraulic fluid pressure or air pressure is applied through the pipe 92, the piston 9| moves forward and to the right as viewed in Fig. 8 so that it contacts the forward stop shoulder 89. In so doing the piston rod 93 thereof positioned in a cavity 94 of piston 95 forces piston 95 forward so that its front or right hand end, as viewed in Fig. 8, coincides with the dotted line 98 thereby forcing the piston rod 91 to the right as viewed in Fig. 8 and thereby moves the crank 98 to the middle dotted line position as shown in Fig. 8. If thereafter hydraulic fluid pressure or air pressure is applied through the pipe 99 the piston 9| will remain in its then position as fluid pressure is being applied to one side of it through the pipe 92 but the piston 95 will be moved farther to the right as viewed in Fig. 8 so that its right hand face will contact the right hand end cap of the cylinder whereupon the crank 98 will be moved to the extreme right in dash and dot line position as shown in Fig. 8.

The several positions of crank 98 correspond with the several positions of the somewhat corresponding cranks attached to the ends of piston rods 44 and 48 of Fig. 1 and the piston rod 88 of Fig. 2.

When hydraulic fluid pressure is allowed to exhaust from pipe 99, the first movement is for crank 98 to move to the intermediate dash dot line position of Fig. 8 and upon a subsequent release of hydraulic fluid pressure from pipe 92 the crank returns to the full line position of Fig. 8 being in each case drawn thereto by means of the retractal spring I09.

When the manually operable switch is in the dotted line position 83 the conditions simulate the conditions when the thermostat is in contact with the 56 degree position and bothdampers are in the dotted line position as designated by 30. When the manually operable switch is in the 82 position it corresponds to the conditions as indicated in Fig. 1 with the thermostat in the mid position so that only electromagnetic air valve 4| is energized and the dampers are in the mid or full line position; when the manual- 1y operable switch is in the 84 position both electromagnets 4| and 36 are energized and the dampers are in the dotted line position designated 3|.

Althou h I have particularly described particular physical embodiments of my invention and explained the operation, construction and principle thereof, nevertheless, I desire to have it understood that the forms selected are merely illustrative, but do not exhaust the possible physical embodiments of the idea of means underlying my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is:

In a heating system, in combinaiton: a thermostat having two extreme positions and an intermediate position; two electromagnetic air valves; a relay including an armature; means whereby when the thermostatic element is in one extreme position one of the air valves is energized electrically, and means whereby when the thermostatic element is in the other extreme position the said relay is energized, its armature raised and the other electromagnetic air valve is deenergized and whereby when the thermostatic element is in the intermediate position the said relay is de-energized, its armature lowered and the said last named electromagnetic air valve is energized; and a damper operating motor controlled by said air valves.

ROBERT J. PARSONS. 

